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B33 ENN

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Everything posted by B33 ENN

  1. Brilliant work, Mike. Have to commend you on your skills and level of workmanship, a great read from start to finish. Picked up some useful ideas along the way too. About NA Betsy, I couldn't find a thread on it, so I did wonder if you got it done? Or if you still plan to?
  2. Aha! I didn't realise that part had had a poly equivalent made. Thanks for that!
  3. Previously Owned: MY93 Esprit SE Highwing MY98 Esprit V8 GT MY98 Esprit GT3 MY98 Esprit GT3 MY97 Espirt GT3 Passenger/Driven: All my above cars (with Bibs at the wheel) MY86 Esprit Turbo S3 (Evil Dr Fish a.k.a. Rob)* MY8? Esprit Turbo S3 [x 2] (Other group members) MY88 Esprit X180 NA (Bibs' car, best sounding four cylinder Esprit)* MY89 Esprit Turbo (Other group member) MY93 Esprit SE Highwing (LEW Kato's) MY94 Esprit S4 (Dermot's "S4-Sport") MY95 Esprit S4S x 2 (Other group members)* MY97 Esprit GT3 (KarlUK29's Modster) MY97 Esprit GT3 (Red Race Chipped - Other group member) MY99 Esprit Sport 350 (Other group member) MY91 Elan SE (Other club friends)* MY95 Elan S2 (Other club friends)* MY04 Elise 111R (Testing/track day)* MY06 Elise SC (Testing/track day)* MY07 Exige S (Other club friends)* (* Also driven) ...may be some others I've missed!
  4. So far as I've been able to find out, there are actually two sets for the ARB poly bushes: (29D) LOTAC 05456 - (I believe this set is for post MY98 V8 and GT3) (29E) LOTAC 05455 - (I believe this set is for pre MY97 all cars) I'm not exactly certain if that distinction is correct, and am trying to find out for sure what the difference is.
  5. The drive-by-wire most significantly required a modification to the ECU. Change to steel was definitely associated with lighter weight/strength.
  6. I haven't seen the film in a long time but I always thought Eleanor was a 1967 Shelby Mustang GT500.
  7. I'm in the UK, Geir. Haven't really frequented the fora until recently so not kept a record of the project online. I've had a custom V8 installation in mind for over 6 years after selling my V8 Esprit. Over that time I have gone from an idea to "simply" rework the standard Lotus 918 into a 4.0ltr NA format, to a Jaguar AJ V8... to an old LT5 Corvette ZR1, and finally to the LS series. I saw what another Lotus owner (Hilly) had done with his Audi V8, but I really preferred the American engines from the 'Vettes. The LS3 is a much simpler, more compact and lightweight option than the old LT5, so I was happy with that. It also has a brutal amount of headroom for tuning, not that it isn't already powerful enough! It's been in the planning and development stages for a couple of years. I'm not as hands on as yourself, so I consulted a specialist about the actual installation. Like yourself, we had to have the adaptor plate, mounts etc. custom fabricated, so only started the first trial fits late last year. I totally understand as I was also quite taken with the aluminium pedals when I first saw them. Interestingly, Lotus went back to a steel pedal box in the later S2 Elise, and the only reason suggested has been it was for weight saving! Part of me wonders if it may have been more of a cost cutting measure. I also looked at having bespoke fittings made up but I've been advised that it is a complex thing to get them to fit and then to work with the Esprit due to the pedal ratios being different. So when I saw your post I was most curious!
  8. Excellent choice of engine/transmission Geir. I'm genuinely intrigued to know how you'll fit the Elise pedal box to the Esprit, as when I looked into this area, it is extraordinarily tricky.
  9. Love the old NSX. This car's styling is looking the right direction, but the nose is far too busy. With styling, proportion is king; with detailing, less is more. Even Lamborghini know not to over-do their overdoing.
  10. For the 918 V8 you'd be looking at about 215kg, and for the 4-cylinder engines you are looking at around 55-60kg less than that - the Charcooler ones being the heavier, the old versions the lighter.
  11. I'm not sure about water droplets giving a good indication, partly due to the mass of water versus a gas, and part due to turbulent effects corrupting uniform flow patterns. I can only go by a wind tunnel smoke tests on similar vehicle body profiles I've seen, and the effect it is there. It would work better on the glass back or louvred versions for much the same reasons those designs naturally produce less drag than the open butressed version of later cars. That tray isn't actually meant as an aerodynamic improvement, and from what I last saw of mine, it isn't shaped as such. It would need to extend all the way to the back to the rear bumper and have a basic volume diffuser to function as such. I believe it's primary function is protective, against water splash up, and general debris. Thanks. I don't believe Elite was ever ported to the consoles. I believe it was only released on home gaming computers and PC versions. I also don't think Elite 2: Frontier made it further than the PC. Just checked and Wikipedia article says there was a Nintendo ES version way back, but mentions nothing else console wise. If you have a PC, there is a good share/freeware homage called Oolite you could try, or better yet, play EgoSoft's X series games. (If you are new to them, best start at X3: Terran Conflict.)
  12. I know what you mean, I almost did. But that sort of marketing tends to work on me. I could be a customer for the next generation Lotus cars, but I'm looking at other brands as more tempting in those price brackets. If they had to use celebs, and if Lotus wanted to get my attention, they'd likely have succeeded more by using real car nut enthusiasts like Jay Kay or Rowen Atkinson.
  13. On the old turbo cars with the louvres, and on the later cars with glass-back or flat-deck vents, there is a low pressure area created as fast air moves over the roof and off the back. This low pressure assists in "sucking" the hot air in the engine bay out. It doesn't create any intended downforce effect, that I'm aware of, especially as there is no skirt or shaped undertray below the car. However, using the Lotus engine cover is useful because of the seal it creates between the boot space and engine bay when the tailgate is closed. That seal helps ensure the air is only drawn from the engine bay and not the boot, maximising efficiency From what I know of Lotus, certainly in the older cars, they never added something unless it really had to be there. Also, the mass of the cover in proportion to the rest of the rear body/drive-train is negligable to have much effect on the rear roll centre to really improve handling in any noticeable way, at least on a road spec car. So, in my opinion, it should be used.
  14. That's nothin', you should see Missy Elliot's collection! They shoulda used Ali G: same marketing potential as Swizz, just a lot cheaper.
  15. Looking for the following Esprit V8 series trim components: - Engine cover (the removable heat shield, not the tailgate) - Engine bay side wall panel parts (to which the air filter boxes are mounted) - May also be interested in boot floor/wall, but not essential
  16. I followed Jean throughout his F1 career and he was one of my favourite F1 drivers. A real racer's racer. It's great to have him connected with Lotus, and I hope whatever his new challenge is, it gets him behind the wheel!
  17. I know.., I've tried to resist ...but.... the power of the Dark Side.... aaarrrghh What is thy bidding, my Master?
  18. Extreme Close Up! KARL'S WORLD Looks awesome, matey, might have to copy you LOL... after I steal your wing...
  19. Years since I saw that film. Was a red Turbo SE if I recall right...
  20. Have to say that Elan is growing on me... maybe that colour isn't for me so I wasn't sure, but I see why people think it looks more Esprit-esque than the Esprit model... I'll take one in black...
  21. You mean he was selling the ones that don't work and kept the reliable car? Kidding! Someone has to stick up for the other side lol... Was it exclusive Lotus or any other cars there too? What about used Esprits?
  22. Almost, but not quite... Just a final touch to the windows and windscreen: I assume you can get radar dispersive gold tint?
  23. Maybe you wanna rethink that statement?
  24. Personally, I'm glad that the new cars don't try to take too many styling cues from the old fleet. When the original Esprit came out, it's styling had no similarity to it's predecessor (the Europa) even though the chassis underneath did. I feel that it has been a good move for Lotus to start with a clean sheet of paper. For me, it allows previious models to retain their classic status and be desireable in their own right. It should mean those who like the old shape cars will not feel too superceded on the roads, be individually recognised for their own eras, and also potentially hold value better. For example, if the "old" Esprit shape is driving next to the new one, it's not going to look inferior or dated - it will look like a classic Lotus of the previous generation, which it is, as does an old Europa standing next to a Guigiaro/Stevens Esprit. In the same vein, the new Elise will be distinct from the old S2 as the S2 is from the S1. Similarly, a Ferrari F348/355 is distinct from a 308GTB. A Lamborghini Countach is distinct from a Diablo, as that is from a Murcialago... I hope I'm making sense As for the price comparison showing proportional pricing of ~65%, I think that is a very important post as we easily forget or lose perspective as inflation has crept up in the last 2 decades. At £110k vs £170k, the Esprit will still maintain it's traditional value, and probably out drive the competition. This time however, there should be no dodgy switchgear or fragile running gear to ruin the party. I feel I *am* the target market for the new Esprit as i have owned several in the past. Whether I can justify one compared to a used Gallardo or Murci is not Lotus' fault in marketing. Just as it was not Lamborghini's fault that in the past I chose to have several Esprits rather than a single Murci/Gallardo.
  25. Very interesting thread and some good discussion points raised by many contributors. I was always a Guigiaro/Stevens Esprit styling purist and even loved the Stevens Elan, but I had reservations after Thompson's revisions to the Esprit shape in 1993 (however his Elise was lovely). Upon seeing the Evora I pretty much lost interest in Lotus for the future and envisaged myself driving a Lamborghini or Ferrari if I were to aquire any other supercars someday. Some of the artists impressions of the future Esprit over the last few years convinced me even more that the marque didn't agree with me anymore. Then I was informed about the Paris unveiling the other day. This is the first time in years that Lotus has done something that has brought me back towards the brand, and renewed my hopes for their future as a contemporary manufacturer. Having had a chance to look over the designs again a few times since the other day, I still feel positive about them all as I did upon first glimpse. There is a very high Penguin Approval Rating of these concepts (if you don't know, don't ask...) Many of the styling inspirations apparent in the new look of these concepts are among my favourites of the current era: I like the front end based on Ferrari and reminiscent of the last Honda NSX revision. I like the short nose balance across the wheel base of Lamborghini's, emphasising the larger engine area at the rear. I like the return to sharper lines, as well as retaining some flowing curves. I like the effort shown in the charactered rear-ends which so often get overlooked and end up an afterthought. I could nit-pick and say I'd like to have seen a bit more character in the front lights (since pop-ups are unfortunately illegal now), but I can live with what is there happily enough. I'd like the Esprit to have sill or side air intake strakes (which I noticed the Elan has, but are missing on the Esprit!), I think a slightly longer nose would have differentiated the designs a bit more from the rivals and linked better to the balance of the original Esprit shape... but again, I can live with what they have done. (Perhaps the stubbier front is due to crash test regulations?) I don't know if any of the designs have gull-wing or butterfly doors, but if not, that might have been cool (scissors would be too Lambo so a no-go area). I must be one of the few that feels that the Elan front end is too similar to the Esprit, with a poorer back end design; and that the aggressive variation of the front end on the Elise is quite cool.... However, for me all this is nit-icking. Nothing is perfect for everyone's eye and the good news is that they have proposed an entire range of vehicles to appeal to a subtley variable set of tastes. All the cars will likely have outstanding performance and the driving experience will ultimately win the buyers, since the looks and styling are not polarising. They could have gone one of two ways: The first way would have been to create something that no-one else has done yet and create a controversial storm. A massive risk, get it wrong and you have pretty much ended your mass market appeal winning only niche buyers that have a fetish for the unusual. That's financial suicide which will lead them back to the good old days of limping from crisis to crisis, with only enough money to bring one or two models to the road, with likely cheaper parts and reliability, as well as cheaper prices and reputation. Get it right and the company has just made history and won the equivalent of the corporate lottery. To do that, you need the kind of luck and timing that appeared when the Guigiaro's wedge design captured the imagination in '76. At that time, there were many wedge concepts floating around, some even more flamboyant with gull-wing doors or Space1999 style details. But conceptually, Guigiaro and many other designers were experimenting with that 'wedge trend'. It was not that 'new', but since only few made it into real driveable cars it was revolutionary and distinct on the road. To my recollection, only the Esprit and the Countach are remembered on the road, with the Esprit being the subtle alternative. Today, Lotus is too late to the party, Lamborghini beat them to the new wedge 10 years ago with the Murci and later the Gallardo. Ferrari competed with the successful 360 and onwards utilising flowing curves and sharp lines, culminating in the stunning Enzo. The second way would be to create a blend of classic and successful features that are current and have been popular in this era. That may not create waves of hysteria and mass adoration for the revolution in design talent, but it puts food on the table by guaranteeing accessibility to the tastes of a larger customer base, which is currently the sole preserve of their rivals. Plus it has the advantage of having been tested by the others and proven to sell. This in turn means that they can use better quality components and offer more current technological standards in the cockpit, while at the same time leaving behind the image of 'Lots Of Trouble Usually Serious'. No matter how sexy and individual your car looks on the road, if you can't drive it more than ten miles without something falling off, then it will not sell to anyone who isn't handy at getting his toolkit out and enjoying a good tinker, which are the minority of the customer base. I think many people that may be disappointed by this latest effort are people that also may admit to enjoying the exclusivity of their Lotus for the very fact that it does not sell to the masses, and therefore is a rare sight on the roads. Correspondingly, they also have a dislike of the popular brands because they are so common and stereotyped. Are we really saying that we don't want the yuppies and execs to become Lotus custiomers because it cramps our style? Possubly, but then you can't have both, a successful affluent cutting edge company rivalling Ferrari/Porsche/Lamborghini, but that only sells a handfull of cars to 'those who know the difference'. If Lotus is to do more than just survive, and actually grow to offer door handles that don't fall off and engines that don't leak (exaggeration!), than it has to sell a lot of cars at a high margin of profit for re-investment. It's my opinion here that the designers of this new range chose not to try anything that would risk alienation, but instead chose to combine modern classic elements into a widely appealing look. The ground breaking shapes may come in the future after they can pay the mortgage. I can live with that. Of course, this is all just my take on it and everyone elses opinion is just as valid. So would I put my money where my mouth is? Yes, if that kinda cash was no object, put me down for the new Esprit yesterday! Unfortunately, it's more likely I'll be buying an older secondhand Lambo if prices fall far enough someday.
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